Ionizing fluid flow enhancer for combustion engines

ABSTRACT

An ionizing fluid flow enhancer for a fluid conduit of a combustion engine includes a housing having an inlet configured to receive an inlet flow of fluid; at least one fluid modification element, disposed along the housing, configured to chemically alter the flowing fluid; and a spiral vane assembly, configured to produce an outer helical flow of the fluid and an inner helical flow of the fluid within the housing. The spiral vane assembly includes a plurality of outer vanes, disposed around an outer periphery of the housing, configured to produce an outer helical flow of the fluid; a plurality of inner vanes, disposed within a central portion of the housing, configured to produce an inner helical flow of the fluid, the inner helical flow having a higher velocity than the outer helical flow; and a flow separator, disposed between the inner vanes and the outer vanes, configured to separate the fluid flow into outer flow that flows past the outer vanes, and inner flow that flows past the inner vanes.

PRIORITY CLAIM

The present application is a continuation-in-part of U.S.non-provisional patent application No. 11/035,487, filed on Jan. 15,2005, and entitled GAS FLOW ENHANCER FOR COMBUSTION ENGINES, whichclaims priority from U.S. provisional patent application Ser. No.60/580,146, filed Jun. 15, 2004, and entitled PETO TURBORAMJET ENGINECOOLER AND MUFFLER.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates generally to fluid flow in combustionengines. More particularly, the present invention relates to a devicefor improving the efficiency of fluid flow in an intake or exhaustconduit, or in a fuel conduit, and to the modification of chemicalspecies within engine air intake and liquid fuel, so as to increaseengine power and efficiency.

2. Related Art

The principles of operation of combustion engines are well understood.Air and fuel are mixed and drawn into a combustion chamber through inletvalves, where they are ignited. The ignition imparts kinetic energy tomechanical engine components, allowing the engine to do work, and alsoproduces hot waste gasses which are discharged through exhaust valves,and eventually exhausted to the atmosphere.

In order for the engine to do work, the exhaust pressure must be lowerthan the combustion pressure. At the same time, it is desirable todampen the noise from the combustion, and to treat the waste gasses toreduce pollution. Thus, internal combustion engines are typicallyprovided with catalytic converters and particulate traps to reduceemissions of undesirable gasses and particles from inefficientcombustion, and mufflers of various kinds to reduce engine noise.

Unfortunately, these components disposed in the exhaust stream tend toincrease exhaust back pressure, thus reducing the power output andefficiency of the engine. This also tends to result in a higheroperating temperature for the engine, reducing the life of lubricantsand of the engine itself.

Another challenge with respect to internal combustion engines has beento achieve sufficient mass balance reactivity of the fuel and air toeffect complete combustion of the fuel. Incompletely burned fuelexhausted from combustion engines is one major component of modernpollution problems. Additionally, kinetic energy is lost when fuel isunburned or inefficiently burned.

SUMMARY OF THE INVENTION

It has been recognized that it would be advantageous to develop anintake system for a combustion engine that contributes to more completeand efficient burning of motor fuel.

It has also been recognized that it would be advantageous to develop afuel intake system that conditions liquid fuel to promote more completeand efficient burning.

The invention advantageously provides a ionizing fluid flow enhancer fora fluid conduit of a combustion engine. The ionizing fluid flow enhancerincludes a housing having an inlet configured to receive an inlet flowof fluid; at least one fluid modification element, disposed along thehousing, configured to chemically alter the flowing fluid; and a spiralvane assembly, configured to produce an outer helical flow of the fluidand an inner helical flow of the fluid within the housing. The spiralvane assembly includes a plurality of outer vanes, disposed around anouter periphery of the housing, configured to produce an outer helicalflow of the fluid; a plurality of inner vanes, disposed within a centralportion of the housing, configured to produce an inner helical flow ofthe fluid, the inner helical flow having a higher velocity than theouter helical flow; and a flow separator, disposed between the innervanes and the outer vanes, configured to separate the fluid flow intoouter flow that flows past the outer vanes, and inner flow that flowspast the inner vanes.

Additional features and advantages of the invention will be apparentfrom the detailed description which follows, taken in conjunction withthe accompanying drawings, which together illustrate, by way of example,features of the invention.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a side, cross-sectional view of one embodiment of a gas flowenhancer, showing the gas flow paths therethrough.

FIG. 1B is a side, cross-sectional view of the gas flow enhancer of FIG.1,

FIG. 2A is a transverse cross-sectional view of the gas flow enhancer ofFIG. 1 showing a first alternative configuration for the outer vanes.

FIG. 2B is a transverse cross-sectional view of the gas flow enhancer ofFIG. 1 showing a second alternative configuration for the outer vanes.

FIG. 3 is a partial cut-away perspective view of an alternativeembodiment of a gas flow enhancer similar to that of FIG. 1.

FIG. 4A is a side, cross-sectional view of the converging section andoutlet nozzle of a gas flow enhancer, showing an approximate pressureprofile for the exhaust gasses.

FIG. 4B is a side, cross-sectional view of the converging section andoutlet nozzle of a gas flow enhancer, showing an approximate velocityprofile for the exhaust gasses.

FIG. 5 is a perspective view of an engine having an exhaust system withtwo gas flow enhancers disposed therein, and a gas flow enhancerdisposed in the engine air intake.

FIG. 6 is a semi-schematic view of an engine turbocharger systemincluding multiple gas flow enhancers in various positions.

FIG. 7 is a side cross-sectional view of a dual-stage gas flow enhancerin accordance with the present invention.

FIG. 8 is a transverse cross-sectional view of the gas flow enhancer ofFIG. 6, showing the intermediate flow straightener.

FIG. 9 is a side cross-sectional view of an alternative embodiment of adual-stage gas flow enhancer having a perforated center flowstraightener with sound-deadening packing material disposed therearound.

FIG. 10 is a perspective view of a set of inner vanes that are suitablefor a gas flow enhancer in accordance with the present invention.

FIG. 11 is a side, cross-sectional view of an alternative gas flowenhancer configured for injecting gasses into an engine air intakesystem.

FIG. 12 is a side, cross-sectional view of an alternative gas flowenhancer for an exhaust system, having gas injection and chargedelectrodes disposed near the outlet.

FIG. 13 is a side, cross-sectional view of yet another alternativeexhaust gas flow enhancer having gas injection and charged electrodesdisposed near the inlet.

FIG. 14 is a side, cross-sectional view of yet another alternativeexhaust gas flow enhancer having gas injection and a spark plug disposednear the inlet.

FIG. 15 is a side cross-sectional view of another alternative embodimentof a dual-stage gas flow enhancer having gas injection and chargedelectrodes disposed in the vicinity of the center flow straightener.

FIG. 16 is a side cross-sectional view of yet another alternativeembodiment of a dual-stage gas flow enhancer having gas injection and aspark plug disposed in the vicinity of the center flow straightener.

FIG. 17 is a schematic view of another embodiment of a gas flow enhancerdisposed in an engine air intake system.

FIG. 18 is a side, cross-sectional view of the gas flow enhancer of FIG.17.

FIG. 19A is an end cross-sectional end view of one embodiment of a gasflow enhancer having four plasma plugs.

FIG. 19B is an end cross-sectional end view of another embodiment of agas flow enhancer having eight plasma plugs.

FIG. 20 is a close-up view of a spark plug.

FIG. 21 is an end cross-sectional view of another embodiment of a gasflow enhancer having plasma plugs with alternating polarity.

FIG. 22 is a side cross-sectional view of another embodiment of a gasflow enhancer in accordance with the present invention.

FIG. 23 is an end cross-sectional view of an alternative embodiment of aplasma electrode chamber.

FIG. 24 is an end cross-sectional view of the gas plasma chamber portionof the fluid flow enhancer of FIG. 22.

FIG. 25 is a side cross-sectional view of a liquid flow enhancerconfigured for use in a liquid fuel line.

FIG. 26 is a schematic diagram of an engine system provided with a fluidflow enhancer in the air intake and a fluid flow enhancer in the fuelsystem, and a mixer for preliminarily mixing a portion of the treatedair and fuel prior to introduction into the engine.

DETAILED DESCRIPTION

Reference will now be made to the exemplary embodiments illustrated inthe drawings, and specific language will be used herein to describe thesame. It will nevertheless be understood that no limitation of the scopeof the invention is thereby intended. Alterations and furthermodifications of the inventive features illustrated herein, andadditional applications of the principles of the invention asillustrated herein, which would occur to one skilled in the relevant artand having possession of this disclosure, are to be considered withinthe scope of the invention.

The present invention provides a device for enhancing the flow of gassesin a conduit associated with a combustion engine. As used herein, theterm “gas” is intended to have its basic scientific meaning—i.e. a fluidthat is not a liquid. The term “fluid”, however, is intended toencompass both liquids and gasses. Various embodiments of the presentinvention are applicable to both exhaust gasses and inlet gasses for anengine, and reduce overall flow pressure, and increase velocity, forgreater efficiency. The device includes elements that split the gasstream into two streams, and induce a vortex spin in each stream withina chamber, creating a pressure differential within a laminar flowoutlet, decreasing backpressure and encouraging flow.

One embodiment of a gas flow enhancer 10 in accordance with the presentinvention is shown in FIGS. 1A and 1B. The gas flow enhancer generallycomprises a hollow cylindrical housing 12, with two sets of spiral vanes14, 16. The housing includes an inlet 18, an outlet 20, and an expansionchamber 22 between the inlet and outlet. The expansion chamber comprisesa generally conical diverging section 24, a central cylindrical section26, and a generally conical converging section 28 interconnecting thecentral cylindrical section with the outlet. The central cylindricalsection has a greater diameter than either the inlet or outlet, with thediverging and converging sections providing a transition between therespective diameters. The diverging and converging sections are designedto provide a gradual transition of flow between the inlet and outlet andthe expansion chamber. While the inlet and outlet are shown as havingthe same diameter, this need not be the case, as discussed below.Additionally, while the inlet and outlet are shown as being circular incross-section, this need not be the case, either. Other conduit shapescan be associated with the flow enhancer of the present invention.

The sets of spiral vanes 14, 16, are disposed within the centralcylindrical section 26 of the expansion chamber 22. The outer vanes 16are disposed in an annular space 30 between the wall of the centralcylindrical section of the expansion chamber and the outside of an innercylinder 32, also called a flow separator or flow splitter pipe. Theinner vanes 14 are disposed within the inner cylinder. The innercylinder separates or splits the gas flow into a central flow portion,denoted by arrow 36, and an outer or annular flow portion, denoted byarrows 38. The central flow portion contacts the inner vanes, and theouter flow portion flows past the outer vanes.

Because of their geometry, the outer vanes 16 produce a spiral orhelical flow of gas, essentially a vortex, of the outer flow around theouter periphery of the central expansion chamber 22 of the housing. Thisouter flow is represented by arrow 38 in FIG. 1. The inner vanes 14produce a spiral or helical vortex within the center of the hollowhousing, represented by arrow 36.

The configuration of the inner and outer vanes can be varied in manyways. For example, number of outer vanes can vary. The inventors haveused twelve outer vanes, but the device can be configured with a greateror lesser number. Likewise, the angle of the outer vanes can vary. Oneangle that the inventor has successfully used is an angle of about 55degrees relative to the incoming gas flow, though the relative angle ofthe outer vanes can vary from this angle. For example, it is believedthat angles from about 15 degrees to about 55 degrees can be suitablefor a wide range of flow characteristics. The maximum practical angle isdesirable in order to maximize the spiral characteristics of the helicalflow. However, the creation of turbulence downstream will disturb theflow and drain energy (i.e. velocity), thus reducing the effectivenessof the device. Angles above 55 degrees can be used, but are impracticalfor many flow conditions. On the other hand, vane angles below about 15degrees tend to produce a less dramatic spiral flow, providing reducedperformance of the gas flow enhancer. Indeed, if the vane angles are toosmall the helical flow pattern may not be established at all.

The configuration of the outer vanes can be adjusted in other ways, too.For example, viewing FIG. 2A, the outer vanes can have a size and anglesuch that there is a visible gap between adjacent vanes, allowing adirect line of sight through the outer vanes and to the outlet 20 if onepeers through the gas flow enhancer device. Alternatively, as shown inFIG. 2B, an alternative configuration of outer vanes 16 b can includevanes having a size and/or angle that blocks any direct line-of-sightthrough the outer vanes and to the outlet. The inventor has found thatthis latter configuration provides greater muffling of engine noise byblocking more of the direct path for sound.

The inner vanes 14 can also be configured in various ways. A detail viewof one embodiment of the inner vanes is shown in FIG. 10. In thisembodiment, the inner vanes comprise four flaps 33 bent downwardly fromeach of an identical pair of cross braces 34. The rearward of the pairis reversed and placed adjacent the forward one, with a gap betweenthem. The assembly of the two blade sets is attached within theseparator pipe 32, and provides a symmetrical group of eight vanes thattogether create the tight rotational spin of gases passing through theseparator pipe. While this configuration produces eight vanes, it willbe apparent that a greater or lesser number of inner vanes can beprovided, and these can have different configurations than that shown.

Because of their closer spacing, the inner vanes 14 produce a tightercentral spiral flow with a higher rotational velocity and lower pressurethan the outer spiral flow. In the embodiment depicted in the figures,the inner vanes are disposed at an angle of about 55 degrees relative tothe incoming gas flow, the angle being selected for generally the samereasons given above with respect to the outer vanes. However, therelative angle of the inner vanes can vary within a range of from about30 degrees to about 55 degrees. The inventor has found that angles ofless than about 30 degrees do not adequately produce the desired centralspiral flow.

There are other notable aspects of the inner and outer vanes. First,while the vanes (both inner and outer) are shown as being generallyplanar, curved vanes can also be used, with the trailing edges of thevanes having the angles within the ranges mentioned. Additionally, theposition of the vanes relative to the inlet and outlet can also bevaried. For example, in the configuration of FIG. 1, the outer vanes 16are disposed adjacent to the leading edge 54 of the inner cylinder 32,while the inner vanes 14 are disposed toward the rear of the innercylinder, at a distance L_(V) from the leading edge of the innercylinder. The outer vanes are configured with a tapered leading edge 58,and a straight trailing edge. The leading edge is positioned such thatthe leading edge at the base 57 of each outer vane is set back adistance L_(S) from the leading edge of the inner cylinder, while theleading edge at the outer end 59 of each outer vane meets the outercylinder 12 at a positioned substantially aligned with the leading edgeof the inner cylinder. The inventor has found that this is anadvantageous configuration for the outer vanes.

Nevertheless, other relative positions for the inner and outer vanes canalso be used. For example, in the dual-stage gas flow enhancerembodiment shown in FIG. 7, (described in more detail below) the outervanes 116 are disposed and configured with respect to their supportinginner cylinder like those shown in FIG. 1, while the inner vanes 114 aredisposed entirely at the rear of the respective inner cylinder. Asanother alternative, shown in FIG. 3, the inner vanes 14 a can bedisposed near the leading edge of the inner cylinder 32, while the outervanes 16 c are disposed toward the rear of the inner cylinder. Othervariations in position of the inner and outer vanes are also possible.

As shown in FIG. 1, both sets of vanes 14, 16, are configured to producea spiral or helical flow that rotates in a common direction. However,because of differential pressure and velocity characteristics, the lowerpressure inner flow 36 remains generally separate from the higherpressure outer flow 38 until reaching the converging section 28. Theexpansion chamber contains the rotational gases to reinforce velocity ofthe gas and affect a vacuum on the upstream side, and propulsion of flowdownstream. Within the converging section of the expansion chamber 22the inner flow and outer flow converge and recombine, then exit throughthe outlet 20 in a laminar flow condition.

As the two flows converge, the pressure and velocity characteristics ofthe inner flow 36 and outer flow 38 persist, producing a laminar outflowwith a spatially varying flow profile. That is, as shown by the pressureprofile curve 40 of FIG. 4A, the flow that is toward the side walls ofthe outlet conduit, denoted by arrow 42, has higher pressure than theflow in the center of the outlet, denoted by arrow 44. Conversely, asshown by the velocity profile curve 46 of FIG. 4B, the flow that istoward the side walls of the outlet conduit, denoted by arrow 48, haslower velocity than the flow in the center of the outlet, denoted byarrow 50.

Additionally, the overall pressure of the flowing gas at the outlet 20is lower than at the inlet 18, such that the average outflow velocity ishigher, demonstrating the gas drawing effect the gas flow enhancerdevice 10 provides. As shown in FIGS. 1 and 3, the outlet can alsoinclude flow-straightening vanes 52, which help to redirect the flow andreduce persistence of the helical or spiral flow pattern. While asuitable flow-straightening device can take many differentconfigurations, that shown in the figures comprises flat metal strips orplates disposed at 90 degree angles to each other, and attached insidethe respective tube, similar to the cross braces 34 that are part of theinner vanes 14 inside the inner cylinder.

Various geometric aspects of the flow enhancer 10 contribute to itsoperation. Viewing FIG. 1B, the diameter D₄ of the central cylindricalsection 26 of the housing 12 is greater than the size of the inlet oroutlet tubes. This allows the spiral vanes and other structure withinthe expansion chamber to have their effect on the flowing gasses withoutincreasing net back-pressure. In one operative example, the inlet andoutlet pipes 18, 20, have diameters D₁, D₂ of 2.5 inches, and thecentral section of the expansion chamber 22 has a diameter D₄ of 3.5inches. In another operative example, the inlet and outlet pipes have adiameter of 4 inches, and the central expansion chamber has a diameterof 6 inches. These different diameter combinations relate to the sizeand operating ranges of an engine, and the different flow regimes thatwill be produced, as described in more detail below.

As noted above, the inlet and outlet pipes need not be the same size.For example, the inventor has produced an operative system wherein theinlet pipe has a diameter of 4 inches, the central expansion chamber hasa diameter of 6 inches, and the outlet has a diameter of 5 inches. Theinventor has found that this configuration improves the operation of theflow enhancer. Other size combinations are also possible. Additionally,while it is desirable for the central expansion chamber to becylindrical, so as to contribute to the spiral flow, the inlet andoutlet pipes can be some shape other than circular, such as rectangular,octagonal, etc.

The inner cylinder 32 has a length L_(L), and a diameter D₃ that issmaller than the diameters of the inlet and outlet pipes 18, 20. Thediameter and length of the inner cylinder are proportional to theoverall size of the gas flow enhancer. The inventor has determinedworkable dimensions for these elements based in part on trial and error.In one operative example, where the diameter D₄ of the central expansionchamber is 3.5 inches, an inner cylinder with a diameter D₃ of 1.6inches has been found to be suitable.

The length L_(d) of the diverging section 24 and length L_(c) of theconverging section 26 depend upon the respective sizes of the inlet andoutlet conduits and the central section of the expansion chamber 22, andthe angles of divergence α and convergence β. These angles are selectedbased largely upon the same considerations discussed above with respectto the angle of the vanes. The divergence and convergence angles canrange from about 20 degrees as a practical minimum, to about 55 degreesas a practical maximum. Other angles can also be used. It will beapparent that smaller angles will have the effect of making the gas flowenhancer device longer, which can be undesirable from a space efficiencystandpoint.

The spiral vanes, both the inner vanes 14 and outer vanes 16, arelocated toward the inlet 18, but not immediately adjacent to the inlet.The distance L₁ between the diverging section and the forward edge 54 ofthe inner cylinder 32 is provided to allow the flow to stabilize afterexpansion and before splitting. In a 6″ diameter flow enhancer, adistance L₁ that has been used is 1.15 inches. In a 10″ diameter flowenhancer, a distance L₁ of 1.75 inches has been used. The region betweenthe rearward edge 56 of the inner cylinder and the converging sectionhas a length L₂, and provides an open chamber for the inner and outervortices (represented by arrows 36, 38) to become fully established.

The distances L₁, L₂ and L_(C) are functions of the diameter of thecentral section 26 of the expansion chamber 22 and are selected toprovide sufficient distance for full establishment of the helical orspiral flow, both inner and outer. The inner vanes 14 and outer vanes16, taken together, are disposed at a location within the expansionchamber that is closer to the inlet than the outlet, the distance fromthe inlet to the leading edge 54 of the inner cylinder 32 being aboutone fifth the total distance between the inlet and outlet. In oneoperative example, where the diameter D₄ of the central section of theexpansion chamber is 3.5 inches and the length L_(L) of the innercylinder is 2.5 inches, the distances L₁, L₂ and L_(C) are 0.5 inches,2.25 inches and 0.5 inches, respectively. The inventor has found thatmaking the outlet end of the expansion chamber longer than what isneeded to allow establishment of the helical flow adds little to theperformance of the device. For example, the inventor has found that fora device having a 6 inch diameter expansion chamber, the total length ofthe expansion chamber can be 8 inches to provide adequate operation.Additional length does not appear to improve function significantly.

Another geometric feature of the gas flow enhancer 10 that contributesto its operation is the setback distance L_(S) between the front orleading edge 54 of the inner cylinder 32, and the leading edge 58 of theouter vanes 16 at the base 57 of those vanes. This distance allows theflow to be divided before any disturbance from subsequent elements (e.g.the vanes). In one operative example, where the diameter D₄ of thecentral section of the expansion chamber is 3.5 inches, the diameter D₃of the inner cylinder 32 is 1.6 inches, and the length L_(L) of theinner cylinder is 2.5 inches, a setback distance L_(S) of about 0.25inches has been used. In other configurations, where the dimensions ofthe gas flow enhancer are different, the inventor has used setbacksL_(S) that are equal to about ten times the length L_(L) of the innercylinder.

The inner vanes 14 are also set back a distance L_(V) from the leadingedge 54 of the flow splitter pipe 32. The inventor has determined thedesirability of this distance through experimenting with a variety ofconfigurations. It is believed that this distance reduces turbulence inthe inner annular flow, and therefore contributes to efficientestablishment of the inner helical flow. In the embodiment of FIG. 1,for example, the distance L_(V) is significantly greater than thesetback L_(S) of the outer vanes, but not so great as to place the vanesat the rear extremity of the inner cylinder. In the embodiment of FIG.7, a setback L_(V) which places the inner vanes at the rear extremity ofthe flow splitter pipe has been used effectively. However, otherconfigurations have also been used. For example, the configuration shownin FIG. 3 places the inner vanes near the leading edge of the innercylinder, with a small setback (approximately equal to the value ofL_(S) discussed above) and the outer vanes disposed rearwardly adistance.

As noted above, different relative diameters of the expansion chamberand inlet and outlet conduits relate to the size and operating ranges ofan engine, and the different flow regimes that will be produced. Thatis, a smaller diameter gas flow enhancer operates effectively for lowerflow rates than a larger one, and therefore is to greatest advantage fora smaller engine and/or an engine operating at a lower speed (e.g. lowerRPM). Alternatively, a larger flow enhancer is needed for a largerengine and an engine operating at higher RPMs. The different diametersand range of acceptable diameters for a given engine also allow one to“tune” the exhaust system, and thus reduce noise and the incidence ofbackfiring.

Additional embodiments of the gas flow enhancer for use in an exhauststream are shown in FIGS. 12-14. These embodiments provide systemswherein hydrogen gas or other reactant gas can be injected into theexhaust stream and ignited and/or ionized to produce what can be calledan exhaust gas transforming plasma (EGTP) muffler. These embodimentsoperate on some of the same principles outlined in U.S. Pat. No.5,603,893 to Gunderson, et al. In the views of FIGS. 12-14, the gas flowenhancer units 10 are shown in the same general orientation as in FIG.1, with exhaust gas flow (indicated by arrows 90) moving from left toright. In these views, the flow-straightening vanes (52 in FIG. 1) arenot shown, but it is to be understood that the structures describedabove for creating the desired flow are presumed to be included.

In the embodiment of FIG. 12, the gas flow enhancer 10 b includes aninjection tube 92 and nozzle 94 for introducing gaseous hydrogen orother reactant gas into the exhaust stream near the inlet of the gasflow enhancer device. The hydrogen or other gas can be produced byvarious types of gas generators (not shown) that are commerciallyavailable. For example, hydrogen can be produced using an electrolysisunit (not shown) that produces gaseous hydrogen from water. A pump (notshown) can be provided to pump the reactant gas from the electrolysisunit through the injection tube and nozzle.

The gas mixes with the flowing exhaust gases as it passes through thehelical vanes and other structure in the gas flow enhancer unit 10 b, inthe manner described above. As it flows, some of the hydrogen may reactwith various waste gasses, including pollutants, in the exhaust stream.This has the beneficial effect of reducing undesirable emissions fromthe engine. When the exhaust gas reaches the end of the gas flowenhancer unit, it is highly ionized and passes an electrode device, suchas an anode/cathode pair 96, 98, which provide an electrical charge.This electrical charge causes the hydrogen remaining in the exhauststream to combust and/or ionize, along with any other unburned speciesthat may remain in the exhaust stream. This creates a plasma cloud 100near the outlet end of the gas flow enhancer unit. This plasma cloudimproves emissions by reforming the gas and/or consuming unburned fuelspecies, and also creates a low pressure condition that helps improveflow through the gas flow enhancer unit.

In an alternative embodiment of the EGTP muffler concept, shown in FIG.13, the gas flow enhancer unit 10 c includes an injection tube 92 andnozzle 94 for introducing gaseous hydrogen near the inlet of the gasflow enhancer device, similar to the placement in the embodiment of FIG.12. However, in this embodiment the electrode device, the anode 96 andcathode 98, is also disposed near the inlet of the device, producing theplasma cloud 100 at the inlet. This embodiment works well in a turbodown pipe, as described in more detail below, where its effect is tospool up the turbo faster, so as to produce turbo boost at lower RPMlevels. This is believed to increase performance and fuel efficiency,and decrease emissions. In this embodiment, the pressure and flowcharacteristics of the exhaust flow are improved (i.e. vacuum iscreated) at the inlet of the device, rather than near the outlet. Theeffect is to improve the pressure differential across the device, andincrease the flow rate of gas through the device. Additionally, whilethe hydrogen will not have an opportunity to substantially mix with theexhaust gases before combustion, the combustion in a low pressureenvironment will still help consume unburned hydrocarbons and otherpollutants that otherwise would be exhausted to the atmosphere.

Yet another alternative embodiment of a gas injection EGTP device 10 dis shown in FIG. 14. This embodiment is like that of FIG. 13, exceptthat the electrode device comprises a spark plug 102, instead of ananode/cathode pair. Like the anode cathode pair, the spark plug, firingat a frequency of about 15 kHz, has the effect of producingionization/combustion of the gases near the inlet of the gas flowenhancer device. This embodiment also has the advantage that it usescommon off-the-shelf parts (a conventional spark plug), rather thanunusual or specialty parts.

It is to be understood that the elements of the various embodimentsshown in FIGS. 12-14 can be put together in a variety of additionalcombinations that are not shown. For example, in the embodiment of FIG.12 a spark plug, such as that shown in FIG. 14, can be provided at theoutlet end of the device in place of the anode and cathode 96, 98. Othercombinations are also possible.

Multiple gas flow enhancers of different dimensions can be provided in asingle exhaust system to provide their effects at different operatingspeeds. For example, shown in FIG. 5 is a four cylinder internalcombustion engine 60 with an exhaust manifold 62 that converges into anexhaust pipe 64, leading to a catalytic converter 66. Following thecatalytic converter, two gas flow enhancers 10 a, 10 b, configured asdiscussed above, are disposed in the exhaust pipe. The first gas flowenhancer 10 a has a smaller diameter and is most effective at lowerspeeds, while the second larger diameter gas flow enhancer 10 b isprimarily effective at higher speeds.

In one operative example, the inventor tested a 1996 Mitsubishi 3000GTwith a gasoline-powered turbocharged 3.0 liter V6 engine both before andafter the installation of a dual in-line gas flow enhancer system in thevehicle exhaust system. This system included two gas flow enhancerdevices installed in series on each side of the dual exhaust system ofthe vehicle. The gas flow enhancer disposed nearer the engine was a 3.5inch diameter unit, and that toward the discharge end of the exhaustsystem was a 6.0 inch diameter unit. Before the installation, with astock exhaust system, the dynamometer test showed the vehicle to have apeak power of 188.5 Hp at 4900 rpm, and peak torque of 223.3 ft-lb at3700 rpm. After installation of the gas flow enhancer system, the samevehicle showed peak power of 255.2 Hp at 5100 rpm, and peak torque of287.0 ft-lb at 3500 rpm.

In another operative example, the inventor tested a 2000 Ford F-250pickup truck with a fuel-injected 7.3 liter V8 Deisel engine both beforeand after the installation of a single 6.0 inch diameter gas flowenhancer device at the discharge end of the vehicle exhaust system.Before the installation, with a stock exhaust system, the dynamometertest showed the vehicle to have a peak power of 258.9 Hp at 3000 rpm,and peak torque of 516.8 ft-lb at 2500 rpm. After installation of thegas flow enhancer device, the same vehicle showed peak power of 268.1 Hpat 2750 rpm, and peak torque of 522.3 ft-lb at 2500 rpm.

In yet another operative example, the inventor has installed a gas flowenhancer on a class 8 Volvo semi tractor having a Cummins ISX Deiselengine rated at 475 Hp. Prior to the installation, the truck had anaverage fuel economy of 6.47 mpg. After the installation, the sametruck's average fuel economy over the ensuing fourteen months increasedto 7.79 mpg, an increase of about 20%.

The various embodiments of the gas flow enhancer device shown in FIGS.1-5 and 12-14 all provide a single set of inner and outer vanes and asingle expansion chamber. Shown in FIG. 7 is an alternative embodimentof a gas flow enhancer 110 having a dual-chamber or dual-stageconfiguration. Like the above-described embodiments, this embodimentcomprises a housing 112 with an inlet 118 for receiving flowing gas, andan outlet 120 for discharging the gas. The housing includes a divergingsection 124, disposed adjacent the inlet, and a converging section 128disposed adjacent the outlet.

Unlike the above-described arrangements, the flow enhancer 110 of FIG. 7includes more than one set of vanes and splitter pipes for producing thehelical or spiral flow. The device includes a first expansion chamber122 a, within which are a first set of inner vanes 114 a and first setof outer vanes 116 a, attached to a first inner cylinder 132 a. Thefirst set of vanes operate in the manner described above, producinginner and outer vortices which improve the flow of gas through thedevice. The first sets of vanes are followed by an intermediateconverging section 134, which includes a flow straightener 136, likethose described above. A cross-sectional view showing the intermediateconverging section and flow straightener is provided in FIG. 8.

Beyond the outlet of the intermediate converging section 134, thehousing opens again to a second expansion chamber 122 b, in which is asecond set of vanes, including a second set of inner vanes 114 b andsecond set of outer vanes 116 b, attached to a second inner cylinder 132b. The second set of vanes operate in the same manner as the first,though the flow parameters will be slightly different at the inlet ofthe second set than at the inlet of the first. The first and second setsof vanes are configured substantially the same, and their relativeconfigurations can be varied in any of the ways discussed above. Theconfiguration of FIG. 7 essentially represents two flow enhancersdisposed in series, but contained within a single housing.

An alternative embodiment of a dual-stage gas flow enhancer device 210similar to that of FIG. 7 is depicted in FIG. 9. In this embodiment, theintermediate converging section 234 and flow straightener 236 arefollowed by an intermediate diverging section 238 that allows the flowto gradually expand into the second expansion chamber 222 b. This helpsreduce turbulence in the flow as it expands a second time, and thusimproves flow. The annular space 240 between the intermediate flowstraightener and the outer wall of the housing 212 can be filled withpacking material 242, such as is commonly used in automobile mufflers.The central flow straightener tube 244 can include a plurality of smallopenings 246 around its sides that allow communication between theannular chamber of packing material and the flow of gas. Because theannular chamber has no outlet, there will be no actual or net flow ofgas thereinto. However, the openings allow some of the noise associatedwith the flowing gas to be dampened by the packing material, perhaps byas much as 10 dB.

Other alternative dual-stage gas flow enhancer configurations are shownin FIGS. 15 and 16. In these embodiments, the inlet 218 includes a gasinjection tube 292 and nozzle 294 for injection of a reactant gas, asdiscussed above. Then, an electrode device is disposed within thecentral flow-straightener 236. In the embodiment of FIG. 15, theelectrode device comprises an anode 296 and cathode 298, which areelectrically charged and have the effect of producing a plasma cloud 300near the inlet region of the second expansion chamber. In the embodimentof FIG. 16, the electrode device comprises a spark plug 302 disposed inthe central flow straightener 236. These configurations provide theadvantages discussed above with respect to gas injection andignition/ionization of the mixed gas stream, but do it in the dual-stagegas flow enhancer unit.

A gas flow enhancer according to the present invention can also be usedin gas flow conduits other than exhaust conduits. For example, as shownin FIG. 5, an inlet gas flow enhancer 80 can be disposed in an engineair intake 82. In such an installation, the inlet 84 to the gas flowenhancer is open to the atmosphere, and the outlet 86 is attached to theengine intake. Because the device reduces pressure at its outlet, itprovides more efficient flow of gas (i.e. air) into the engine 60, andhence reduces the vacuum pressure needed for intake air. It alsoprovides a smooth, efficient laminar flow of air with lower pressure andhigher velocity at the center of the flow, which also reduces thetemperature of intake air.

One or more gas flow enhancers as described herein can also be used inconnection with a turbocharger, to increase turbocharger boost, and toallow higher boost without actuating the turbocharger wastegate. Such aconfiguration is shown in FIG. 6. As is well known, the turbocharger 310uses the flow of exhaust gasses from the engine 312 to spin a turbine314, which in turn powers an air pump or compressor 316. The air pump istypically located between the engine air intake 318 and the intakemanifold 320 of the engine, and pressurizes the air going into thecylinders. This increases the quantity of air available for combustion,which increases the power output of the engine. To further improveboost, a turbocharger system may include an intercooler 322, which coolsthe intake air after compression by the air pump and before introductioninto the engine. This increases engine power because cooler air is moredense.

The turbocharger 310 is attached to the exhaust manifold 324 of theengine 312. The exhaust from the cylinders passes through the turbine314, causing the turbine to spin. After passing through the turbineblades, the exhaust gasses are expelled through the turbo down pipe 326,which leads to the engine exhaust system (not shown). The turbochargermay also include a wastegate (not shown), which is an internal valvethat allows the exhaust to bypass the turbine and directly enter theengine exhaust system if boost pressure gets too high.

The gas flow enhancer of the present invention can be used in many waysin connection with a turbocharger to improve performance. As discussedabove, one or more gas flow enhancers can be associated with the engineexhaust system (downstream of the turbo down pipe 326). These will helpimprove the flow of exhaust gasses through the turbine portion of theturbocharger. Additionally, a gas flow enhancer 328 disposed in the airintake 318 will help improve the flow of air into the compressor portion316 of the turbocharger 310.

Additionally, one or more gas flow enhancers 330 can be provided in theair line 332 before and/or after the intercooler 322. While theintercooler improves turbo boost by cooling the intake air, some of itsbenefit is reduced by the mere fact that the intercooler itselfinterposes an obstruction in the air flow passageway. The provision ofone or more gas flow enhancers before and/or after the intercooler helpto compensate for the flow hindrance and pressure drop that theintercooler introduces. This helps improve the efficiency of theintercooler.

It is also believed that a gas flow enhancer (not shown) according tothis invention could be disposed between the exhaust manifold 324 andthe inlet of the gas turbine 314 to improve the flow of gasses into theturbocharger. However, it is expected that such a configuration, whilepossible, is likely to be impractical in many situations. Nevertheless,the provision of any or all of the gas flow enhancers shown in FIG. 6can help to reduce back pressure and increase turbocharger performance.These devices provide a negative pressure that allows more rapidspool-up of the turbocharger 310 at lower RPM, thus reducingturbocharger lag and increasing engine performance and efficiency.

An additional alternative feature of the turbocharger related systems isalso shown in FIGS. 6 and 11. The inventor has found that injection orproduction of certain reactant gases in the engine intake can improveperformance. Such gases include ozone and hydrogen. As shown in FIG. 6,the intake system can include a gas generator 332, for generating thereactant gas, and an injector tube 334 for introducing the gas into thegas flow enhancer 330 that is just downstream of the intercooler 322. Inthe view of FIG. 11, this gas flow enhancer unit is shown in theopposite orientation as shown in FIG. 9, with air flow (indicated byarrow 336) moving from left to right.

The gas generator 332 can include a pump for pumping the gas through theinjector tube 334, for injection through an injector nozzle 338 into theintake end of the gas flow enhancer unit. The gas generator can takemany forms. In one embodiment, the gas generator can be an ozonegenerator that uses a high voltage, low current Tesla coil to produceozone using an electric arc. Ozone generation devices are well known andare widely available. The mixture of ozone into the intake air increasesthe oxygen content of the air, and thus improves combustion.Alternatively, the gas generator can be a hydrogen generator, such as anelectrolysis unit that produces gaseous hydrogen from water, asdescribed above. The injection of hydrogen into the intake air can boostcombustion by providing additional fuel. Additionally, the boost itprovides will not produce more pollution, given that the only chemicalproduct of hydrogen combustion is water.

In one operative example, the inventor has installed a hydrogeninjection system in a gas flow enhancer unit just downstream of theintercooler in a Volvo Detroit Series 500 Hp Deisel engine. This vehiclewent from an average fuel economy of 6.4 mpg before the installation, toan average of 8.8 mpg after.

Other alternative configurations for the gas flow enhancer 330 of FIG.11 can also be provided. For example, instead of the gas injection tube334, the inlet region of the device can be provided with ananode/cathode pair (like the anode 96 and cathode 98 in FIG. 13) or aspark plug (like the spark plug 102 in FIG. 14) which create an electricarc to produce ozone directly in the inlet gas stream itself, ratherthan having the ozone produced elsewhere and pumped in. Thisconfiguration provides the advantages of introducing ozone into thesystem, but is simpler in configuration.

While the advantages to gas flow have been mentioned above, the gas flowenhancer also provides other benefits. First, in an exhaust system itreduces noise, like a muffler, but without using baffles, packing, andother back pressure-inducing structure common to conventional mufflers.The inventor has found that a vehicle provided with a gas flow enhanceras described above has no need for a conventional muffler in order tocomply with generally accepted vehicle noise standards. The noisereduction is believed to be caused in part by the interruption in flowthat the device provides. Specifically, noise from an internalcombustion engine is produced by sharp flow pulses from the explosionsin each cylinder. However, by producing the separated vortices, the gasflow enhancer disrupts the pulsatile flow, and thus disrupts the noisethat the pulses would transmit. The device has been found to effectivelylower the frequency of engine noise, and thus effectively reduce theamount of audible engine noise. Additionally, where overlapping outervanes are provided, as depicted in FIG. 2B, the noise reduction is evengreater.

The inventor has also found that the gas flow enhancer reduces engineoperating temperature. This is believed to be the result of reducingexhaust back pressure, which causes the combustion to be more complete,thus producing less thermal energy and more kinetic energy. This reducedoperating temperature naturally increases the life and effectiveness oflubricants and engine components, resulting in longer life of theengine.

The invention as disclosed herein thus provides an engine breathing andcooling apparatus that reduces outflow pressure of gasses in a conduit.It can be used to encourage exhaust flow away from an engine, or toencourage inflow of intake air into an engine, or in other areas wheregas flow is present. It is believed that the device can be used with anyinternal combustion engine, and promotes more complete combustion,increases the efficiency and horsepower of the engine, lowers exhaustgas temperature, increases fuel economy, reduces emissions, increaseslubricant and engine life, lowers soot output, and encourages theremoval of carbon deposits from the engine. The device also functions asa muffler by naturally lowering the frequency of exhaust noise, thuseffectively reducing the level of audible engine noise.

As noted above, another challenge with respect to internal combustionengines has been to achieve sufficient mass balance reactivity of thefuel and air to effect complete combustion of the fuel.Incompletely-burned fuel exhausted from combustion engines is one majorcomponent of modern pollution problems. Additionally, kinetic energy islost when fuel is unburned or inefficiently burned. As shown anddescribed with respect to FIGS. 5 and 6, a gas flow enhancer configuredto provide the benefits of helical gas flow can be used in the airintake of an engine, both for air intake from the atmosphere, and forair intake from a turbocharger system.

Advantageously, the inventors have devised a system by which thecombustion constituents for an internal combustion engine can bemodified and optimized, thereby increasing efficiency and power, whilereducing pollutant emissions and operating temperature of the engine.Shown in FIG. 17 is a schematic view of an engine system 400 having agas flow enhancer and ionizer disposed in the combustion air intake fromatmosphere, and in the turbocharger downpipe. This configuration issimilar to that shown in FIG. 6, except that the gas flow enhancersinclude a plurality of electrodes that produce an ionizing dischargethat modifies the chemical composition of the intake air. As with theembodiment of FIG. 6, this embodiment includes a turbocharger 410attached to the exhaust manifold 424 of the engine 412. The exhaustgasses spin a turbine 414, which powers the compressor 416, locatedbetween the engine air intake 418 and the intake manifold 420 of theengine. The intercooler 422 cools the intake air after compression bythe air pump and before introduction into the engine. After passingthrough the turbine blades, the exhaust gasses are expelled through theturbo down pipe 426. In the embodiment of FIG. 17, an ionizing gas flowenhancer 428 is disposed in the air intake 418, and also in the air linebetween the intercooler 422 and the intake manifold 420. It will beapparent that the ionizing gas flow enchancers associated with a givenengine system may have different dimensions, depending upon theirlocation and the flow they are intended to accommodate.

Unlike the gas flow enhancers depicted in FIG. 6, however, the ionizinggas flow enhancers 428 in the system of FIG. 17 include a plurality ofelectrodes 450 disposed near their intake, which create a corona orplasma discharge or cloud that initiates chemical reactions in theintake air. Provided in FIG. 18 is a side, cross-sectional view of anionizing gas flow enhancer 428 as used in FIG. 17. Provided in FIGS.19A, 19B, and 21 are cross-sectional end views of different embodimentsof the same. As can be seen from these figures, the gas flow enhancerincludes an inlet 440, an outlet 442, and inner and outer helical vanes444, 446, for producing the helical flow and other features describedabove with respect to other embodiments. Additionally, this embodimentalso includes a plasma chamber region 448, adjacent to the inlet, inwhich a plurality of electrodes 450 are located.

The number of electrodes 450 can vary. In one embodiment, shown in FIG.19A, four electrodes are generally symmetrically disposed around theperimeter of the plasma chamber 448. Alternatively, in the embodimentshown in FIG. 19B, eight electrodes are disposed around the perimeter ofthe plasma chamber. Similarly, eight electrodes 452 a, 452 b are alsoprovided in the configuration of FIG. 21. It will be apparent that otherquantities and arrangements of the electrodes can also be used, and theionizing gas flow enhancer is not limited to any particular number.

As with the number of electrodes, the configuration of the electrodescan also vary. As shown in FIGS. 18-19, the electrodes 450 can be motorvehicle spark plugs. These can be specially adapted spark plugs, or theycan be essentially off-the-shelf items. This aspect of the ionizing gasflow enhancer makes it economical to manufacture. A closer view of aspark plug 450 is shown in FIG. 20. As is well known, ordinary sparkplugs include an anode and cathode pair within each plug. The anode 454and cathode 456 are separated by a gap 458, and the spark fires acrossthe gap. Alternatively, a different type of electrode can also be used,as shown in FIG. 21. This electrode, indicated generally at 452,includes a single pole 460, rather than an anode cathode pair, and thusrequires that separate anode and cathode units be provided. As shown inFIG. 21, the anode and cathode units are alternately positioned aroundthe plasma chamber. Every other electrode 452 a is a positive pole, andis connected to the high voltage source. The other electrodes 452 bprovide a negative pole, and are connected to ground. The result of thisconfiguration is that a plasma cloud 462 is created between eachanode-cathode pair, thus producing a larger plasma cloud that affects alarger proportion of the air that passes through the gas flow enhancer.The high voltage source can be an electronic controlled automotive coil,a transformer, a magneto, a neon transformer, or Tesla coil. Theelectrodes can be driven by a timer circuit configured to providepulsatile direct current. It will be apparent that the required voltagewill vary depending upon the gap between respective anode/cathode pairs.One voltage range that can be used is from 15,000 to 555,000 volts, andat a frequency in the range of from 15 Hz to 15 KHz.

The exposure of the flowing gas to the plasma cloud causes ionizationand ozonation of the intake air. Whether the electrodes are configuredas spark plugs, as single pole electrodes, or in come otherconfiguration, the ionizing corona or plasma cloud is believed to splitordinary diatomic oxygen (O₂) in the intake air, leaving two activeoxygen ions. These charged particles then quickly react with otherspecies in the intake air. There are at least two basic reactions thatoccur. First, free oxygen ions attach to diatomic oxygen molecules toform ozone (O₃). Other oxygen ions react with diatomic nitrogen (N₂) toform nitrous oxide (N₂O). Additionally, disturbance to the air via thehelical vanes also results in the ionization of the air. The presence ofozone and nitrous oxide in the combustion air, along with a proportionof ordinary oxygen (O₂) that also remains, encourage more completecombustion, thereby producing more power while simultaneously reducingemissions and operating temperatures. Lower emissions reduce fouling ofspark plugs and other carbon deposits in the engine, and also reducesunburned fuel that blows by the pistons, thus contributing to longerlife of engine lubricating oil. Other chemical species, such as pureoxygen and hydrogen, can also be introduced into and mixed with themodified gas flow, after its contact with the plasma field.

Another embodiment of a fluid flow enhancer and ionizer 500 inaccordance with the present invention is shown in a side cross-sectionalview in FIG. 22. This fluid flow enhancer includes a series of fluidmodification elements that chemically alter the flowing fluid, inaddition to the helical vanes and other structure that create the spiralflow. As used herein, the term “chemically alter” is intended to includethe creation or introduction of different chemical species (e.g.hydrogen, oxygen, ozone, nitrous oxide, water, etc.), ionization of anyspecies that are present, and the initiation of a phase change (e.g.changing between solid, liquid, gas, or plasma) in the flowing fluid.The embodiment of FIG. 22 is configured for engine intake air, thoughits overall configuration and many of its elements can be used withother fluids, including liquids such as motor fuel, as will be discussedwith respect to FIG. 25.

Intake air, represented by arrow 501, enters the fluid flow enhancerthrough an air filter 502, and then passes into a first restrictedconduit region 504. Disposed within the first restricted conduit regionis a water injector 508. This injector draws water vapor from the headspace 503 of a water reservoir 505, and injects the water vapor into thefirst restricted conduit region. Injection of the water vapor isnaturally promoted by relative vacuum pressure which will naturallyexist in the restricted region 504 due to the higher velocity gas flowtherein, and injection can also be promoted with pumps if desired. Thewater reservoir also includes a vent 509 to atmosphere.

To promote vaporization of the water, the water reservoir 505 can alsoinclude an ultrasonic device 507, which mechanically vibrates within thewater at an ultrasonic frequency. Ultrasonic vibration of water is knownto promote vaporization, and this approach is currently used in a widevariety of devices, including ventilation systems and room airfresheners. The injection of water vapor has several beneficial effectsin the ionizing fluid flow enhancer. First, it provides an additionalsource of hydrogen and oxygen. Additionally, the water vapor increasesthe density of the intake air, which is known to aid combustion, andalso lowers the temperature of the exhaust gases after combustion.

The water reservoir 505 can also be controlled for pH. For example, achemical injection system 507 can be provided to inject sodium- orpotassium-hydroxide (NaOH or KOH) or other chemical species into thewater reservoir to change the pH of the water. Controlling the pH of thewater can help increase the electrical conductivity of the water vapor,which aids in the production of ozone and other species therefrom, andcan also change the surface tension of the water, which can improvevaporization. The ionizing fluid flow enhancer system can also include asensor 506 in the first restricted conduit region 504 to sense suchfactors as the relative humidity of the air (after injection of thewater vapor), and the pH of the water vapor. The humidity and pH signalscan be provided as feedback via electrical communication line 509 to thewater supply and chemical injection system 505, 507 for controlling therate of water injection and pH modification.

A plasma chamber is provided within the diverging section 510 of the gasflow enhancer. The plasma chamber includes a plurality of electrodes 512that produce an electric arc plasma, thereby charging or ionizing theintake air. The high voltage supply can be from an automotive coil,transformers, neon transformer, magneto, or Tesla coil. As shown in FIG.22, the electrodes can be spark plugs. However, other configurations canalso be used, and the number of electrodes can vary. For example, theplasma chamber in the embodiment of FIG. 22 can be configured like anyof the embodiments shown in FIGS. 13, 14, 18, 19 a-b or 21, having anynumber of electrodes, and with the electrodes comprising individualanode/cathode devices (e.g. spark plugs) or proximal anode/cathodepairs. For example, the plasma chamber can include multiple electrodesarranged in a circle and having alternating polarity to provideanode/cathode pairs like the configuration of FIG. 21.

As another alternative, a plurality of single electrodes 512 mounted inproximal pairs can be provided, as shown in the end cross-sectional viewof FIG. 23. In this configuration, the plasma electrodes each comprise apair including an anode 512 a and a cathode 512 b. These electrode pairsare attached through the outer shell 532 of the gas flow enhancer unit,having their electrode points in sufficient proximity to produce anelectric arc 534 therebetween.

Referring back to FIG. 22, after leaving the diverging section 510, theair flow enters the generally constant diameter main portion of thefluid flow enhancer conduit. At the beginning of this portion of theunit the air first encounters a transducer 514 that generates ozone fromthe fluid flow. This transducer can include a piezo-electric element 515that protrudes into the fluid flow and vibrates at an ultrasonicfrequency. The physical contact of the vibrating transducer element withthe fluid flow produces ozone. It will be apparent that multiple suchtransducers can be provided in the ionizing fluid flow enhancer unit.

Further along the length of the fluid flow enhancer conduit is a helicalelectrical coil 516 that is wound around the outside of the gas flowenhancer conduit 532. This coil creates a magnetic field that ionizesthe air within the gas flow enhancer chamber. A resistive element 518 isprovided in the coil windings. In one embodiment, the resistive elementis an LED. This configuration both provides the desired resistance, andalso can provide a visual indication of the operation of the coil.

Also wrapped around the outside of the gas flow enhancer conduit 532 isa torroid coil 520 that also produces a magnetic field to ionize thefluid within. The torroid coil produces a magnetic field of a differentshape and having a different magnetic flux density variation from thatproduced by the helical coil 516. The different shape and density of themagnetic fields produced by the coils 516 and 520 can affect the flowingair in different ways. It is believed that in some applications one orthe other of the helical and torroid coils will be more effective, andthat in some situations both may be desirable.

Disposed further along the length of the fluid flow enhancer conduit 532is a photonic device 522 that exposes the flowing fluid to light energy.The photonic device can be a laser or a UV lamp, for example, andproduces ozone in the flowing gas via photonic interaction, in a mannerthat is well known.

Disposed around the outer shell 532 of the gas flow enhancer in theregion of the inner and outer helical vane assembly 524 is a highvoltage gas plasma chamber 526. Again, as noted above, the high voltagesupply can be from an automotive coil, transformers, neon transformer,magneto, or Tesla coil. An end cross-sectional view of the gas plasmachamber region of the gas flow enhancer is shown in FIG. 24. The gasplasma chamber includes an outer shell that is enclosed on each end soas to create an enclosed annular chamber 528 against the outside of theshell 532 of the gas flow enhancer. The annular chamber is filled with anoble gas and operates on a principle similar to that of neon lights.Disposed within the annular chamber is a charging device 530 thatprovides an electrical charge to the gas. The charged gas envelopes thegas flow enhancer shell, and thus spreads or distributes the chargealong the entire length of the gas plasma chamber shell. This chargesthe fluid flow enhancer conduit 532 in that region, and thus alsocharges the gas flowing therein. One material that the inventor hasfound useful for the outer conduit is a nickel copper alloy (NiCu).

The water injector 508, plasma electrodes 512, ultrasonic transducer514, helical coil 516, torroid coil 520, photonic device 522, and gasplasma chamber 526 are collectively referred to as “fluid modificationelements”. These fluid modification elements can be provided (oreliminated) in a variety of combinations, and can be provided in anorder different than that shown. Many of these elements produce similarresults, e.g. the production of free hydrogen, ozone, nitrous oxide,etc. in the fluid stream, but do so by different methods and usingapparatus of varying effectiveness. Consequently, it may be found thatsome of these fluid modification elements are more effective thanothers, and their effectiveness may vary in different situations. Forexample, a system having only a water injector 508 and plasma electrodes512 can be effective without any other elements. Alternatively, thehelical coil 516 may be found more effective than the torroid coil 520,and thus the latter may be eliminated in a given situation. Othercombinations of fluid modification elements can also be provided.

Another embodiment of a fluid flow enhancer 600 is shown in FIG. 25.This embodiment is configured for liquids, and can be used with liquidfuels such as gasoline. In the liquid flow enhancer, the liquid entersthrough an inlet conduit 602, which leads to a diverging section 604.Disposed beyond the diverging section is a pair of transducers 606 thatgenerate ozone, and can be configured like the ultrasonic transducer 514in the embodiment of FIG. 22. These operate to produce ozone in theflowing fluid through mechanical vibration, and also mechanically excitethe molecules of the fluid to a higher energy state.

Wound around the outside of the fluid flow enhancer shell 626 is ahelical electrical coil 608 that operates in a manner similar to thehelical coil 516 in FIG. 22. This coil creates a magnetic field thatcharges the liquid within the fluid flow enhancer chamber. A resistiveelement 610, such as an LED, can also be included in this coil. Atorroid coil 612 is also wrapped around the outside of the gas flowenhancer conduit 626, and operates like the torroid coil 520 in FIG. 22.This coil produces a magnetic field to charge the fluid within.

Disposed further along the length of the fluid flow enhancer conduit 626is a photonic device 614 like the photonic device 522 in FIG. 22, whichis exposed to the interior of the conduit via a window or the like. Thisdevice exposes the flowing fluid to light energy to produce ozone in theflowing fluid. The photonic device can be a laser or a UV lamp.

Disposed around the outer shell 626 of the fluid flow enhancer 600 inthe region of the inner and outer helical vane assembly 616 is a highvoltage gas plasma chamber 618. This gas plasma chamber operates on thesame principles and for the same purposes as the gas plasma chamber 526in FIG. 22. The gas plasma chamber includes an outer shell that isenclosed on each end so as to create an enclosed annular chamber againstthe outside of the shell of the gas flow enhancer. The annular chamberis filled with a noble gas and operates on a principle similar to thatof neon lights. Disposed within the annular chamber is a charging device620 that provides an electrical charge to the gas. The charged gasenvelopes the gas flow enhancer shell, and thus spreads or distributesthe charge along the entire length of the gas plasma chamber shell. Thischarges the tube in that region, and thus also charges the gas flowingtherein.

Provided in FIG. 26 is a schematic diagram of an engine system providedwith a fluid flow enhancer 500 in the air intake and a fluid flowenhancer 600 in the fuel system, and a mixer 652 for preliminarilymixing a portion of the treated air and fuel prior to introduction intothe engine. Intake air, represented by arrow 501, enters the air intakefluid flow enhancer 500, is treated by the various modificationelements, and then flows into the engine 650, as represented by arrow658. Similarly, liquid motor fuel, represented by arrow 660, enters theliquid fluid flow enhancer unit 600, and after being modified, flows tothe engine 650 as represented by arrow 662. The treated fuel can beintroduced into the engine in any suitable manner, such as via fuelinjectors (not shown), via a carburetor, or any other method.

The air intake fluid flow enhancer 500 can include a diverter valve 664that diverts a portion of the intake air flow, as represented by arrow666, to a mixing device 652. The liquid fluid flow enhancer unit 600 canlikewise include a diverter valve 668 which diverts a portion of theliquid fuel, represented by arrow 670, to the mixing device. The mixingdevice can include a mixing chamber through which the intake air flows,with a fuel injector to inject the treated fuel into the turbulentflowing treated air. One commercially available device that has beenused is a high pressure fuel rail that is commonly used in a variety ofengines. The air-fuel mixture is then introduced to the engine 650, asrepresented by arrow 672. The relative proportions of air and fuel thatare diverted to the mixing device can vary from 0% to 100%. Thepre-mixed air and fuel can be more reactive, with a greater degree ofvaporization of the fuel, which leads to more complete combustion.

An additional element that can be incorporated into the system of FIG.26 is a turbocharger. For example, the ionizing gas flow enhancer 500can be disposed downstream of a turbocharger device 674 a, such that theintake gas stream 501 comprises pressurized air from the turbocharger.Alternatively, a turbocharger 674 b can be disposed in the outlet stream658 from the ionizing gas flow enhancer. As yet another alternative, theoutlet stream 672 from the mixing device 652 can flow into aturbocharger 674 c so that the air/fuel mixture is further pressurizedprior to introduction into the engine 650. It will be apparent thatother configurations can also be devised to incorporate the benefits ofa turbocharger into the ionizing fluid flow enhancer system.

The ionizing fluid flow enhancer has a number of industry applicationsincluding industries using internal combustion such as power plants,agriculture, heating, transportation including vehicles, trucks, ships,trains and airplanes. For intake air for internal combustionapplications, the extra oxidizing oxygen produces an oxidizing plasma tofacilitate more complete combustion, resulting in increased power andsignificantly lower emissions. The air intake conditioning of aninternal combustion process results in increased fuel efficiency andreduced emissions. Similar benefits are realized when liquid fuel issimilarly treated prior to introduction into an engine. The inventorshave installed the ionizing fluid flow enhancer in a variety ofconfigurations, for both air and fuel intake and exhaust outflow, on avariety of vehicles, including gasoline and diesel engines. Theseinstallations have produced noticeable improvements in fuel efficiency,emissions, operating temperatures, and other benefits. When a vehicle isprovided with one or more ionizing fluid flow enhancers for the engineintake air and fuel intake, and also includes fluid flow enhancers inthe exhaust system for improving gas flow therein, fuel efficiency andother benefits only increase.

It is to be understood that the above-referenced arrangements areillustrative of the application of the principles of the presentinvention. It will be apparent to those of ordinary skill in the artthat numerous modifications can be made without departing from theprinciples and concepts of the invention as set forth in the claims.

1. An ionizing fluid flow enhancer for a fluid conduit of a combustionengine, comprising: a) a housing having an inlet configured to receivean inlet flow of fluid; b) at least one fluid modification element,disposed along the housing, configured to chemically alter the flowingfluid; and c) a spiral vane assembly, configured to produce an outerhelical flow of the fluid and an inner helical flow of the fluid withinthe housing, the spiral vane assembly including i) a plurality of outervanes, disposed around an outer periphery of the housing, configured toproduce an outer helical flow of the fluid; ii) a plurality of innervanes, disposed within a central portion of the housing, configured toproduce an inner helical flow of the fluid, the inner helical flowhaving a higher velocity than the outer helical flow; and iii) a flowseparator, disposed between the inner vanes and the outer vanes,configured to separate the fluid flow into outer flow that flows pastthe outer vanes, and inner flow that flows past the inner vanes.
 2. Anionizing fluid flow enhancer in accordance with claim 1, wherein thefluid is substantially a gas, and further comprising a plasma chamber,disposed within the housing, including a plurality of electrodes,configured to produce an electrical discharge to chemically alter theflowing fluid.
 3. An ionizing fluid flow enhancer in accordance withclaim 2, wherein the plurality of electrodes are selected from the groupconsisting of automotive spark plugs, and separate anode/cathode pairsarranged to produce an electrical discharge therebetween.
 4. An ionizingfluid flow enhancer in accordance with claim 2, wherein the plurality ofelectrodes comprise from four to eight electrodes.
 5. An ionizing fluidflow enhancer in accordance with claim 2, wherein the plurality ofelectrodes are disposed in a substantially circular configuration abouta perimeter of a cross-section of the plasma chamber region.
 6. Anionizing fluid flow enhancer in accordance with claim 2, wherein theinlet conduit interconnects an intercooler of a turbocharger system withan air intake of a combustion engine.
 7. An ionizing fluid flow enhancerin accordance with claim 1, wherein the fluid is a liquid motor fuel. 8.An ionizing fluid flow enhancer in accordance with claim 1, wherein thefluid modification element is selected from the group consisting of awater injector configured to inject water vapor into the fluid flow, aplasma electrode configured to produce an electrical discharge in thefluid flow, an ultrasonic transducer configured to mechanically vibratewithin the fluid flow, a helical electric coil disposed around anoutside of the housing, a torroid electric coil disposed around theoutside of the housing, a photonic device configured to expose theflowing fluid to light energy, and a gas plasma chamber configured toproduce a gas plasma in contact with a region of the outside of thehousing.
 9. An ionizing fluid flow enhancer in accordance with claim 8,wherein the water injector is disposed in a restricted flow regionadjacent to the inlet, and is.
 10. An ionizing fluid flow enhancer inaccordance with claim 8, wherein the photonic device is selected fromthe group consisting of a UV lamp and a UV laser.
 11. An ionizing fluidflow enhancer in accordance with claim 8, wherein the gas plasma chambercomprises an annular jacket surrounding the housing in a region adjacentto the spiral vane assembly.
 12. An ionizing fluid flow enhancer for aliquid, comprising: a) a housing, configured to receive a flow of fluid,having an inlet, a diverging section, a central section of substantiallyconstant cross-section, and a converging section; b) at least one fluidmodification element, disposed along the central section of the housing,configured to chemically alter the flowing fluid; and c) a spiral vaneassembly, configured to produce an outer helical flow of the fluid andan inner helical flow of the fluid within the housing, the spiral vaneassembly including i) a plurality of outer vanes, disposed around anouter periphery of the housing, configured to produce an outer helicalflow of the fluid; ii) a plurality of inner vanes, disposed within acentral portion of the housing, configured to produce an inner helicalflow of the fluid, the inner helical flow having a higher velocity thanthe outer helical flow; and iii) a flow separator, disposed between theinner vanes and the outer vanes, configured to separate the fluid flowinto outer flow that flows past the outer vanes, and inner flow thatflows past the inner vanes
 13. An ionizing fluid flow enhancer inaccordance with claim 12, wherein the fluid modification element isselected from the group consisting of an ultrasonic transducerconfigured to mechanically vibrate within the fluid flow, a helicalelectric coil disposed around an outside of the housing, a torroidelectric coil disposed around the outside of the housing, a photonicdevice configured to expose the flowing fluid to light energy, and a gasplasma chamber configured to produce a gas plasma in contact with aregion of the outside of the housing.
 14. An ionizing fluid flowenhancer in accordance with claim 12, wherein the photonic device isselected from the group consisting of a UV lamp and a UV laser.
 15. Anionizing fluid flow enhancer in accordance with claim 12, wherein thegas plasma chamber comprises an annular jacket surrounding the housingin a region adjacent to the spiral vane assembly.
 16. An ionizing fluidflow enhancer in accordance with claim 12, wherein the spiral vaneassembly is disposed toward the converging section.
 17. A combustionengine system, comprising: a combustion engine, having an intakemanifold for receiving combustion air, and a fuel intake system forreceiving fuel; an air intake conduit, in fluid communication betweenthe intake manifold and atmosphere, having an ionizing gas flowenhancer, comprising: a) a housing having an inlet configured to receivean inlet flow of fluid; b) at least one fluid modification element,disposed along the housing, configured to chemically alter the flowingfluid; and c) a spiral vane assembly, configured to produce an outerhelical flow of the fluid and an inner helical flow of the fluid withinthe housing, , the spiral vane assembly including i. a plurality ofouter vanes, disposed around an outer periphery of the housing,configured to produce an outer helical flow of the fluid; ii. aplurality of inner vanes, disposed within a central portion of thehousing, configured to produce an inner helical flow of the fluid, theinner helical flow having a higher velocity than the outer helical flow;and iii. a flow separator, disposed between the inner vanes and theouter vanes, configured to separate the fluid flow into outer flow thatflows past the outer vanes, and inner flow that flows past the innervanes; and a fuel line, in fluid communication between a liquid fuelsource and the fuel intake system, having an ionizing liquid flowenhancer, comprising: a) a housing, configured to receive a flow offluid from the fuel source, having an inlet, a diverging section, acentral section of substantially constant cross-section, a convergingsection, and an outlet leading to the fuel intake system; b) at leastone fluid modification element, disposed along the central section ofthe housing, configured to chemically alter the flowing fluid; and c) aspiral vane assembly, configured to produce an outer helical flow of thefluid and an inner helical flow of the fluid within the housing, thespiral vane assembly including i) a plurality of outer vanes, disposedaround an outer periphery of the housing, configured to produce an outerhelical flow of the fluid; ii) a plurality of inner vanes, disposedwithin a central portion of the housing, configured to produce an innerhelical flow of the fluid, the inner helical flow having a highervelocity than the outer helical flow; and iii) a flow separator,disposed between the inner vanes and the outer vanes, configured toseparate the fluid flow into outer flow that flows past the outer vanes,and inner flow that flows past the inner vanes.
 18. A combustion enginesystem in accordance with claim 17, further comprising: a first divertervalve, disposed in the ionizing gas flow enhancer, configured to divertat least a portion of flow from the gas flow enhancer to a mixer; asecond diverter valve, disposed in the ionizing liquid flow enhancer,configured to divert at least a portion of flow from the liquid flowenhancer to a mixer; and a mixer, in fluid communication with the intakemanifold, configured to receive the diverted flows from the first andsecond diverter valves, and to produce an air/fuel mixture and introducethe air/fuel mixture to the intake manifold.
 19. A combustion enginesystem in accordance with claim 17, wherein the fluid modificationelement of the gas flow enhancer and of the liquid flow enhancer isselected from the group consisting of a water injector configured toinject water vapor into the fluid flow, a plasma electrode configured toproduce an electrical discharge in the fluid flow, an ultrasonictransducer configured to mechanically vibrate within the fluid flow, ahelical electric coil disposed around an outside of the housing, atorroid electric coil disposed around the outside of the housing, aphotonic device configured to expose the flowing fluid to light energy,and a gas plasma chamber configured to produce a gas plasma in contactwith a region of the outside of the housing.
 20. A combustion enginesystem in accordance with claim 17, wherein the gas flow enhancer isdisposed downstream of an intercooler of a turbocharger systemassociated with the combustion engine.